Wireless electrical charging system and method of operating same

ABSTRACT

An electrical charging system configured to charge a battery includes a power transmitter, an energy coupling arrangement, an electrical signal shaping device including a controller, and an alignment means. The arrangement includes a first inductive coil disposed external to the vehicle and a second inductive coil attached with the vehicle. The alignment means communicates with the vehicle to ensure repeatable vehicle positioning so that the second inductive coil is positioned relative to the first inductive coil so that the second inductive coil receives the energy produced by the power transmitter wirelessly transmitted from the first inductive coil. The energy received by the second inductive coil is electrically shaped by the electrical signal shaping device and further transmitted through the electrical signal shaping device as controlled by the controller to charge the battery. Methods for transmitting energy through the electrical charging system to charge the battery are also presented.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional application and claims the benefitunder 35 U.S.C. §121 of U.S. patent application Ser. No. 13/450,881filed Apr. 19, 2012 which claimed benefit under 35 U.S.C. §119(e) ofU.S. Provisional Patent Application No. 61/506,242 filed on Jul. 11,2011, the entire disclosure of each of which is hereby incorporatedherein by reference.

TECHNICAL FIELD

This invention generally relates to systems and methods forelectronically charging an battery in a ground-based motorized vehicle.

BACKGROUND OF INVENTION

Electric vehicles and electric-hybrid vehicles are gaining in popularitywith consumers. The electric motors in these vehicles are powered from abattery in the vehicle. If the battery is not self-regenerating, it mayneed to be electrically charged from a power source that may be locatedexternal to the vehicle.

Conventional vehicle battery charging systems include a coupler that maybe plugged in to a vehicle to electrically charge the vehicle's battery.This type of electrical charging system is small enough to be portablewith the vehicle and may be releasably coupled, or plugged in to a 120VAC, 60 Hertz (Hz) power source that is commonly available in the UnitedStates. In one scenario, this system may charge a typical vehiclebattery within ten (10) hours. While this electrical charging systemworks well, consumers may desire an electrical charging system thatelectrically charges the battery in a less amount of time. Consumers mayalso desire greater convenience to electrically charge the vehicle'sbattery from an electrical power source without the need to physicallyplug the vehicle into the power source.

Thus, a reliable and robust vehicular electrical charging system isdesired that enables repeatable electrical charging of a battery in aless amount of time than a conventional low voltage 120 VAC, 60 Hzelectrical charging system and which provides user convenience andsafety for the operator of the electrical charging system.

The subject matter discussed in the background section should not beassumed to be prior art merely as a result of its mention in thebackground section. Similarly, a problem mentioned in the backgroundsection or associated with the subject matter of the background sectionshould not be assumed to have been previously recognized in the priorart. The subject matter in the background section merely representsdifferent approaches, which in and of themselves may also be inventions.

SUMMARY OF THE INVENTION

At the heart of the present invention is the discovery of an electricalcharging system that takes into consideration a variety of factors incombination to ensure the electrical charging system is reliable, safe,and more convenient for an operator to operate and use. One factor isthat an electrical connection system that operates at a voltage ofgreater than 120 VAC may electrically charge a battery in a less amountof time than the conventional 120 VAC electrical charger. A secondfactor is that an electrical connection system that operates at afrequency greater than 60 Hertz may also provide an electricalconnection system that operates with an increased power systemefficiency. A third factor is having repeatable, reliable positioning ofthe vehicle to align a transmit and receive inductive coils so thatenergy may be effectively wirelessly received by the receive coil sothat the electrical charging system may electrically operate toelectrically charge the battery. A fourth factor is that high voltage,high frequency electrical signals need to be reliably and safelyelectrically shaped and transmitted within the vehicle space withrespect to the operator also being disposed in the vehicularenvironment. A fifth factor is that the electrical charging system needsto effectively control the rate at which the electrical charge systemelectrically charges the battery. A sixth factor is to have a moresimplified electrical charging system that has a decreased number ofcomponents. A seventh factor is to have an electrical charging systemthat includes both a high voltage, high frequency primary system and alower voltage, 60 Hz secondary system that allow electrical charging ofthe battery in a variety of operating conditions encountered by theoperator when operatively using the vehicle for its intendedtransportation function. Having a primary and a secondary systemprovides further flexibility and ease of operation for the operator ofthe electrical charging system. An eighth factor is having a variety ofelectrical/electronic configurations for on-vehicle shaping of the highpower, high frequency signals dependent on the electrical application ofuse. A ninth factor is having an electrical charging system thatprovides audible or visual indication to the operator if the electricalcharging system is not operating as intended before the operator leavesthe local area where the electrical charging system is disposed. A tenthfactor is having the ability to simultaneously electrically charge theelectrical charging system in a plurality of vehicles.

In accordance with an embodiment of the invention, then, an electricalcharging system is capable of electrically charging an battery of avehicle. The electrical charging system includes a power transmitter, anenergy coupling arrangement that includes an off-vehicle inductive coiland an on-vehicle inductive coil, at least one electrical signal shapingdevice, and an alignment means. The power transmitter is configured toprovide energy. The off-vehicle inductive coil of the energy couplingarrangement is disposed external to the vehicle. The off-vehicleinductive coil is in electrical communication with the powertransmitter. An on-vehicle inductive coil of the energy couplingarrangement is disposed on the vehicle. The on-vehicle inductive coil isconfigured to receive at least a portion of the energy wirelesslytransmitted from the off-vehicle inductive coil. The electrical signalshaping device is in electrical communication with the on-vehicleinductive coil to electrically shape at least a portion of the receivedenergy and electrically transmit the electrically-shaped energy toelectrically charge the battery. The alignment means is configured tocommunicate with the vehicle to ensure that the vehicle is positionedrelative to the off-vehicle inductive coil of the energy couplingarrangement such that the on-vehicle inductive coil receives the energywirelessly transmitted from the off-vehicle inductive coil.

In accordance with another embodiment of the invention, a method ispresented to operate an electrical charging system in which theelectrical charging system is used to electrically charge an batterydisposed on a vehicle.

In accordance with a further embodiment of the invention, a furthermethod is presented electrically charge an battery by the transmissionand acknowledgement of data messages within the electrical chargingsystem.

In accordance with a further embodiment of the invention, a method ispresented to transmit energy through an electrical charging system toelectrically charge an battery using reflected and received powermeasurements of the electrical charging system.

In accordance with yet another embodiment of the invention, anelectrical charging system is in electrical communication with amultiswitch is presented in which the multiswitch is also in electricalcommunication with at least one other electrical charging system so thatthe multiswitch is configured to simultaneously electrically charge therespective batteries disposed on a plurality of vehicles.

Further features, uses and advantages of the invention will appear moreclearly on a reading of the following detailed description of theembodiments of the invention, which is given by way of non-limitingexample only and with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

This invention will be further described with reference to theaccompanying drawings in which:

FIG. 1 shows an electrical charging system in simplified block diagramform that is configured to electrically charge an battery in accordancewith the invention;

FIG. 2 shows a more detailed block diagram of the electrical chargingsystem of FIG. 1, and further details thereof including an alignmentmeans;

FIG. 3 shows the electrical charging system of FIG. 2, and furtherspatial details of the inductive coils thereof between a vehicle and aground surface;

FIG. 4 shows yet another block diagram of the electrical charging systemof FIG. 3, further showing vehicular electrical signal shaping devicedetails thereof;

FIG. 5 shows a block diagram of a single power transmitter of theelectrical charging system of FIG. 2, and details thereof;

FIG. 5A shows an electrical schematic of the power transmitter of FIG.5;

FIG. 6 shows a method to operate the electrical charging system of FIG.2 that uses an alignment means of the electrical charging system toensure repeatable energy transmission of electromagnetic energy in anenergy coupling arrangement;

FIG. 7 shows further sub-steps of the method of FIG. 6 for positioningthe vehicle so that the inductive coils are configured to wirelesslycommunicate one-to-another;

FIG. 8 shows another method to operate the electrical charging system ofFIG. 2 based on data message transmission and acknowledgement;

FIG. 9 shows additional steps of the method of FIG. 8;

FIG. 10 shows a method to transmit energy through the electricalcharging system of FIG. 2 using reflected and received powermeasurements;

FIG. 11 shows additional steps of the method of FIG. 10;

FIG. 12 shows an electrical charging system that includes a primarysystem similar to the embodiment of FIG. 2 and a 60 Hertz secondarysystem that electrically interfaces with the primary system, accordingto an alternate embodiment of the invention;

FIG. 13 shows an electrical charging system that includes a primary anda secondary system and an integral charger electrical device as part ofthe electrical charging system that has transfer switch functionalitydisposed therein, according to another alternate embodiment of theinvention;

FIG. 14 shows an electrical charging system that includes a primary anda secondary system and an integral charger electrical device thatincludes transfer switch functionality is incorporated therein isincluded as part of the primary system while the inverter electricaldevice is removed therefrom, according to a further alternate embodimentof the invention;

FIG. 15 shows a block diagram of a primary and a secondary system andthe primary system includes a converter, according to another alternateembodiment of the invention; and

FIG. 16 shows a plurality of vehicles that respectively include theelectrical charging system of FIG. 2 being simultaneously electricallycharged through a multiplex power switch according to yet anotheralternate embodiment of the invention.

DETAILED DESCRIPTION

A drivetrain of a vehicle is formed with a group of components in thevehicle that generate power and deliver this power through the tires ofthe vehicle that engage a road surface. A hybrid electric vehicle and anelectrical vehicle each use a traction battery to power the drivetrainof their respective vehicles. A hybrid electrical vehicle uses ahydrocarbon fuel engine, or motor in combination with energy supplied bya battery disposed on the vehicle to power the drivetrain of a vehicle.An electric vehicle powers the drivetrain solely by using energy from anbattery, or battery. The traction battery of the hybrid electric vehicleand the electric vehicle may include a plurality of batteries connectedin series or parallel connection to form a single battery. As thevehicle is driven, or otherwise used by an operator of the vehicle, suchas when powering the radio or windshield wipers apart from powering thedrivetrain, the electrical charge on the battery may decrease, or becomevoid of electrical charge. If this situation occurs, the battery needsto be electrically recharged back to a fully charged electrical state.Recharging a battery may be accomplished using an electrical chargingsystem. The electrical charging system supplies the electrical charge toprovide and fill the battery with electrical charge. A hybrid orelectric vehicle's battery may be electrically charged using a plug-in120 VAC, 60 Hertz (Hz) electrical charging system when the vehicle isnot in motion, such as when parked. One such electrical charging systemis described in U.S. Patent Publication No. 2012/0126747 entitled“BATTERY CHARGER HAVING NON-CONTACT ELECTRICAL SWITCH” and another suchsystem is described in U.S. Patent Publication No. 2013/0134933,entitled “POWER SAFETY SYSTEM AND METHOD HAVING A PLURALITY OFTHERMALLY-TRIGGERED ELECTRICAL BREAKING ARRANGEMENTS” each of which isincorporated by reference in their entirety herein. Returning thevehicle's battery to a full electrical charge using the electricalcharging system ensures the user of the hybrid or electric vehicle isready to travel a full distance range governed at least in part by theelectrical charge state of the battery, or battery pack. Consistentlyand reliably electrically charging the battery in less time than that ofa 120 VAC, 60 Hz electrical charging system is advantageous to enhancethe readiness and usability of the vehicle to an operator of thevehicle.

The following terms are used throughout the specification and aredefined as follows:

Alignment Means—Structures that facilitate alignment of the vehicle sothat the alignment of the inductive coils repeatedly occurs. Alignmentmeans may include a wheel chock, a wheel stop, or a tire indentiondevice. A wheel chock is one or more wedges of sturdy material placedahead or behind a vehicle's wheels to prevent accidental movement of thevehicle. The bottom surface is sometimes coated in rubber to enhancegrip with the ground. When used with the electrical charging system asdescribed herein, preferably the wheel chock is positioned and securedto the ground surface using an adhesive or fasteners, and when engagedby the tires of the vehicle, ensures at least partial alignment ofinductive coils of the electrical charging system with one of theinductive coils disposed on the vehicle and another inductive coil beingdisposed on the ground surface. One edge of the wedge may have a concaveprofile to contour to the wheel of the vehicle that increases the forcenecessary to overrun the chock. Another type of alignment means may be atire indention device. When the wheel is disposed within the indentionof the tire indention device, this provides indication to a driver ofthe vehicle that the inductive coils of the electrical charging systemare in general alignment one-to-another so that an on-vehicle inductivecoil may couple, or receive energy transmitted from the ground-basedoff-vehicle inductive coil. A lateral vehicle alignment member, such asa tennis ball extending on a string from a ceiling of a residentialgarage, may also assist in helping the driver of the vehicle positionthe vehicle so that the inductive coils are sufficiently aligned so thatthe on-vehicle inductive coil wirelessly receives the energy transmittedfrom the off-vehicle inductive coil. The tennis ball may be positionedin a predetermined position so that when a front portion of the vehicleengages the tennis ball along a mid-line of the vehicle the vehicle ispositioned so that at least a portion of the on-vehicle inductive coiloverlies the off-vehicle inductive coil and energy istransmitted/received therebetween.Alignment of Inductive Coils—The inductive coils may be consideredaligned when the system power efficiency of the electrical chargingsystem is greater than 75% between the inductive coils. For example, forinductive coils having a general size of 50 centimeters (cm)×50 cm witha z-axis direction of 20 cm having at least a 50% overlay of each areaof the respective inductive coils may yield 75% or greater system powerefficiency. In a general sense, if the system power efficiency of theelectrical charging system is greater than 75%, whether or not a portionof respective areas of the inductive coils overlie one another, theinductive coils may be considered to be aligned one-to-another. Forexample, as best illustrated in FIG. 3, at least a portion of the areaof the vehicular inductive coil preferably overlies at least a portionof the off-vehicle inductive coil secured to a ground surface underlyingthe vehicle.Charger Electrical Device—An electrical device that takes one form ofenergy and converts it to a compatible form of energy to electricallycharge the battery of the vehicle. For example, this charger device mayreceive low frequency AC power and converts it to DC current that isused to subsequently electrically charge a battery in a safe, efficientmanner. For instance, the low frequency AC power may have a 60 Hzfrequency associated with it.Energy Coupling Arrangement—The energy coupling arrangement is formedfrom the off-vehicle inductive coil and the on-vehicle inductive coil.The on-vehicle inductive coil wirelessly receives electromagnetic (EM)energy transmitted from the off-vehicle inductive coil. Preferably, theenergy transfer is predominately through magnetic energy coupling.Energy Storage Device—An electrical device that stores electricalcharge. The energy storage device may also be referred to as a battery.The battery may be a single battery or a plurality of batteries formedin to a battery pack. For example, battery packs are typically found onelectric or hybrid electric vehicles.Electrical Charge System Power Efficiency—The amount of power inputrelative to the amount of power output of the electrical chargingsystem. Typically, the system power efficiency may have a range from 0%to 100% with 100% being totally efficient with no loss of power betweenthe input and the output. For some electrical applications it may bedesired to have the highest system power efficiency as possible therebyhaving a percentage value closer to 100%. The system power efficiencymay be affected by a number of factors one of which is the electricalcomponents used to construct the electrical charging system which mayaffect the power loss through the electrical charging system. Also, thisterm may be referred to as ‘system power efficiency.’Electrical Signal Shaping Device—The electrical signal shaping devicetakes a form of energy as an input from the inductive coils,electrically shapes it in a manner suitable to electrically charge thebattery, and electrically transmits the shaped energy to the battery.For instance, as described herein, the electrical signal shaping deviceis disposed on the vehicle electrically downstream from the on-vehicleinductive coil. The electrical signal shaping device may be packagedwith in a single electronic module or a plurality of moduleselectrically connected together dependent on the application of use foran electrical charging system. For example, the electrical signalshaping device may only be a rectifier.High Power Electrical Charging System—An electrical charging system thathas a power output from the power transmitter of at least 900 watts.Preferably, this wattage value is within a range from 900 to 10,000watts. In some embodiments, an electrical charging system having a poweroutput from a power transmitter of less than 900 watts is not consideredto be a high power electrical charging system. The power output of thehigh power electrical charging system generally also outputs anelectrical signal that has a frequency that is greater than 60 Hz. Theelectrical charging system includes a power transmitter in electricalcommunication with a power source, an energy coupling arrangement thatincludes a first and a second inductive coil, and an electrical signalshaping device that includes a controller. The electrical chargingsystem may also include an alignment means when used in vehicularapplications that assists to properly align the second inductive coil inrelation to the first inductive coil so that the second inductive coilreceives energy from the first inductive coil when the electricalcharging system is in operation. As illustrated in FIGS. 4-5, 12-15various electrical signal designations are mapped along signal paths inthe electrical charging system to better understand the levels ofvoltage and/or frequency levels of these electrical signals within thevarious electrical charging system embodiments. Alternatively, theelectrical charging system may not include an alignment means and stillbe within the spirit and scope of the invention. These electrical signaldesignations are:HV HF AC—A high voltage, high frequency alternating current (AC)electrical signal. Preferably, the voltage signal is greater than 120VAC and the frequency of the voltage signal is greater than 60 Hz. Thefrequency may be in a range of 10 kHz to 450 kHz.HV DC—A high voltage, direct current (DC) electrical signal. Preferably,the DC voltage is greater than 120 VDC.60 Hz AC—A 60 Hz, AC voltage electrical signal. Generally, the ACvoltage is either 120 VAC or 240 VAC dependent on the power sourcegenerating the voltage.120 VAC or 240 VAC, 60 Hz—A 120 VAC or 240 VAC, 60 Hz electrical signal.For example, this may be an electrical signal supplied by the powersource to the primary system (240 VAC) or the secondary system (120 VAC,plug-in), such as illustrated in FIGS. 4 and 12. The primary and/or thesecondary system may be hardwired or pluggable dependent on theelectrical application of use.Power Source—This is power supplied by an electrical power grid such asis supplied by a power municipality. The high power electrical chargingsystem electrically connects to a power source. A conventional 60 Hzelectrical charging system also electrically connects with a powersource. Preferably, the power source in electrical connection with thehigh power electrical charging system has a greater voltage than thepower source in electrical communication with the 60 Hz electricalcharging system.Power Transmitter—An electrical device that is part of an electricalcharging system. A single power transmitter advantageously includes a DCsupply, an RF amplifier, a wireless communication control, and a userinterface within a single housing making for a compact, efficientarrangement that may be mounted to wall in a garage, for example, or toa post. An integrated power transmitter allows for overall electricalcharging system power efficiency to be attained versus having multipleelectronic modules that might make up the functionality of powertransmission. Multiple electronic modules may experience undesired lossof power that could otherwise result. The RF amplifier is in electricalcommunication with the DC supply. The first inductive coil is inelectrical communication with an output of the RF amplifier. Preferably,the RF amplifier is capable of delivering a power of greater than 900watts at a frequency of greater than 60 Hertz (Hz). Preferably, thefrequency has a range that is from 15 kHz to 450 kHz. Alternatively, theRF amplifier may also deliver a power of less than 900 watts dependenton the operation mode of the electrical charging system and theelectrical application of use. The wireless communication controlwirelessly communicates with the controller portion of the electricalsignal shaping device.Received Power—An amount of energy received by the on-vehicle inductivecoil.Reflected Power—An amount of energy not able to be wireless transmittedby the off-vehicle inductive coil. For example, the reflected powerenergy is affected by power that has been lost through the electricalcharging system en route to the battery.Vehicle—A vehicle that typically has wheels in communication with adrivetrain driven by a motor or a fuel combustion engine. For anelectric vehicle application the motor is an electric motor. The hybridelectric vehicle includes an electric motor used in combination with andfuel combustion engine to power the drivetrain of the vehicle.

Referring to FIGS. 1-4, in accordance with one embodiment of thisinvention, a high power electrical charging system 10 is configured toelectrically charge an battery 12 that further drives one or moreelectrical loads. In some vehicle applications, battery 12 may be atraction battery. Battery 12 is disposed on a vehicle 13 and configuredto provide energy to operate a drivetrain (not shown) of vehicle 13.Alternatively, the battery is not limited to supplying electricalcurrent only to the drivetrain, but may also be used to operate anyelectrical or electrical/mechanical device that requires electricalcurrent. Furthermore, the vehicle may be any type of vehicle that has anenergy storage device, or battery that needs electrical charging andincludes, but is not limited to a hybrid and/or a hybrid electricvehicle. Battery 12 may be formed as a single battery or a plurality ofbatteries such as may be arranged in a battery pack. A first portion ofelectrical charging system 10 is disposed external to vehicle 13 and asecond portion of electrical charging system 10 is disposed on vehicle13. Vehicle 13 has a length disposed along a longitudinal axis A, asbest illustrated in FIGS. 3 and 4, and is further disposed along agenerally planar ground surface 27.

Referring to FIG. 2, electrical charging system 10 includes anintegrally constructed power transmitter 14, a first, or off-vehicleinductive coil 16, a second, or on-vehicle inductive coil 18, at leastone on-vehicle electrical signal shaping device 20, and an alignmentmeans 22. As defined herein, ‘off-vehicle’ provides an indication thatthe device is disposed external to the vehicle and ‘on-vehicle’ providesan indication that the device is attached or disposed on the vehicle.Electrical charging system 10 including electrical signal shaping device20 may be formed of any type of electrical/electronic devices in anytype of circuit combination and may include resisters, capacitors,diodes, semiconductors, integrated circuits (ICs), relays, thermalfuses, thermistors, and thermocouples, inductive coils, coils and thelike. The first portion of electrical charging system 10 disposedexternal to vehicle 13 includes power transmitter 14 and off-vehicleinductive coil 16 in electrical communication with power transmitter 14.Off-vehicle inductive coil 16 is fixedly secured to ground surface 27with fasteners, such as bolts. The second portion of electrical chargingsystem 10 is disposed on vehicle 13 includes on-vehicle inductive coil18 and electrical signal shaping device 20 in downstream electricalcommunication with on-vehicle inductive coil 18. Vehicle 13 includes acharger 24 and battery 12 in downstream electrical communication withcharger 24. Charger 24 is in disposed in downstream electricalcommunication from electrical signal shaping device 20. Powertransmitter 14 is in downstream electrical communication with a fixedpower source 26. Power source 26 has a voltage value that is greaterthan the 120 VAC, 60 Hz power source used to operate the pluggable,portable charging system as discussed previously in the Background.Preferably, fixed power source 26 has a voltage value of 220 or 240 VAC.Alternatively, the fixed power source 26 in electrical communicationwith the power transmitter may have any voltage value that is greaterthan 120 VAC. As such, electrical charging system 10 is configured toelectrically charge battery 12 in a lessor amount of time than the 60Hz, 120 VAC pluggable, portable charge system previously discussedherein. When electrical charging system 10 is in electricalcommunication with fixed power source 26, electrical charging system 10is configured to electrically charge battery 12.

Inductive coils 16, 18 form an energy coupling arrangement 28 andon-vehicle inductive coil 18 and electrical signal shaping device 20form a mobile power system 31 of electrical charging system 10. Mobilepower system 31 is carried with vehicle 13 as vehicle 13 movinglytravels along a road. The on vehicle and off-vehicle inductive coils 16,18 are constructed with a coil that may have a high quality factor (Qfactor) and may be formed of Litz wire or copper tubing so that the coilhas low resistance at the frequency of operation. Dependent on theelectrical application, the Q factor may be greater than 100. Theinductive coils may also include additional electrical components, suchas resistors, capacitors, inductors and the like to ensure highefficiency transmission of the magnetic energy therebetween. Thus,mobile power system 31 is a vehicle-based subsystem that is disposed indownstream communication from energy coupling arrangement 28 and energycoupling arrangement 28 is disposed in downstream electricalcommunication from fixed power source 26, as best illustrated in FIG. 1.Electromagnetic energy is wirelessly transmitted from off-vehicleinductive coil 16 to on-vehicle inductive coil 18 within energy couplingarrangement 28. It is desired that the on- and off-vehicle inductivecoils each have an operating temperature range from −30° to 50° Celsius.

Power transmitter 14 is in electrical communication with a fixed powersource 26 and off-vehicle inductive coil 16. As such, power transmitter14 and fixed power source 26 form a ground-based wireless powertransmitter subsystem. Power source 26 is disposed external toelectrical charging system 10 and vehicle 13. Preferably, powertransmitter 14 is hardwired with power source 26 so as to eliminatehandling of high voltage power cables electrically connecting powersource 26 and power transmitter 14 by an operator 32 so as to increasethe safety of operator 32 and provide further convenience for operator32 in the operation of electrical charging system 10. For example, asbest shown in FIG. 3, operator 32 may be the driver of vehicle 13.Alternatively, the operator may be any person that has access toelectrical charging system 10. Power transmitter 14 is in electricalcommunication with off-vehicle inductive coil 16 through cables 34 thatcarry an electrical output of power transmitter 14. When powertransmitter 14 is electrically connected with power source 26, powertransmitter 14 is configured to supply energy used by electricalcharging system 10 to form electrical current that is provided toelectrically charge battery 12.

Off-vehicle inductive coil 16 is in wireless communication withon-vehicle inductive coil 18 in energy coupling arrangement 28 in thaton-vehicle inductive coil 18 wirelessly receives, collects, or couplesat least a portion of the energy transmitted by off-vehicle inductivecoil 16 from energy provided by power transmitter 14 via fixed powersource 26. Electromagnetic energy is wirelessly communicated, ortransmitted from off-vehicle inductive coil 16 to on-vehicle inductivecoil 18. Alternatively, the inductive coils of the energy couplingarrangement may wirelessly communicate by wireless inductive energycommunication or wireless electrical communication. Another form ofelectrical wireless communication may be capacitive coupling. Electricalsignal shaping device 20 advantageously electrically shapes communicatedelectromagnetic energy received and captured by on-vehicle inductivecoil 18 to produce electrical current in a form useable by battery 12.The produced electrical current is electrically transmitted throughelectrical signal shaping device 20 to electrically charge battery 12.In some electrical applications, this electrical current is in a formthat is useable by a charger prior to the battery being electricallycharged.

Alignment means 22 is disposed external to vehicle 13 on ground surface27, as best illustrated in FIG. 3. Alignment means 22 is a tire block,or wheel chock 37 that is configured for physical engagement, or contactwith at least one of the tires 38 a-d of vehicle 13. Wheel chock 37 maybe commercially purchased or molded by an injection molding machine asis known in the molding art. Wheel chock 37 is positioned on groundsurface 27 and may be secured to ground surface 27 using bolts or othertype fasteners. As best shown in FIGS. 3 and 4, wheel chock 37 isengaged with right front tire 38 b. Alternatively, the wheel chock maybe strategically positioned in a manner along the ground surface so thatany tire on the vehicle could be appropriately engaged such that theinductive coils wirelessly communicate electromagnetic energytherebetween. The placement of wheel chock 37 ensures vehicle 13 ispositioned relative to off-vehicle inductive coil 16 of energy couplingarrangement 28 such that the on-vehicle inductive coil 18 receives theelectromagnetic energy wirelessly transmitted from off-vehicle inductivecoil 16. On-vehicle inductive coil 18 is fixedly attached to vehicle 13,preferably on an underside portion 39 of vehicle 13, so that an extendedsurface of on-vehicle inductive coil faces towards ground surface 27. Inone type of mounting arrangement on the vehicle, the on-vehicleinductive coil may be mounted to a bracket or component frame (notshown) being attached to the vehicle's frame using a fasteners such asbolts or strap ties and the like. Easy access to the on-vehicleinductive coil without other vehicle components being underlying theon-vehicle inductive coil may allow the on-vehicle inductive coil to bemore easily serviced. For example, as best illustrated in FIG. 2,on-vehicle inductive coil 18 is mounted at the rear of vehicle 13.Alternatively, the on-vehicle inductive coil may be mounted anywherealong the underside of the vehicle. Still yet alternatively, theon-vehicle inductive coil may be mounted anywhere on the vehicle so thatthe on-vehicle inductive coil effectively receives energy supplied andtransmitted by the off-vehicle inductive coil when sufficientlyproximately spaced one-to-another so that electromagnetic energycommunicated therebetween. Using the secured wheel chock 37, then,allows operator 32 of vehicle 13 to repeatedly position vehicle 13 sothat so that at least a respective portion of inductive coils 16, 18 areaxially aligned along axis B when tire 38 b of vehicle 13 engagesagainst a strategically positioned wheel chock 37. Preferably, wheelchock 37 is strategically positioned so that a majority portion ofon-vehicle inductive coil 18 overlies off-vehicle inductive coil 16 whentire 38 b engages wheel chock 37, as best illustrated in FIG. 3.Furthermore, wheel chock 37 is positioned on ground surface 27 at alocation so that when at least one of the tires 38 a-d of vehicle 13 ispositioned and communicates with wheel chock 37 by engaging wheel chock37, the on-vehicle inductive coil 18 is also positioned relative tooff-vehicle inductive coil 16 so that electromagnetic energy iseffectively communicated therebetween from off-vehicle inductive coil 16to on-vehicle inductive coil 18.

Alternatively, the alignment means may be an automotive wheel stop or atleast one tire indention device. Still alternatively the wheel chock mayhave a weight that is sufficient to be engaged by at least one tire ofthe vehicle and not further move so that wireless communication betweenthe inductive coils occurs. Preferably, wheel chock 37 is securelypositioned on ground surface 27 at a location such that when engaged bytire 38 b of vehicle 13 to ensure that at least a portion of on-vehicleinductive coil 18 overlies at least a portion of off-vehicle inductivecoil 16 along an axis B, as best illustrated in FIG. 3. Axis B istransverse to ground surface 27 and axis A. Generally, the alignment ofat least a portion of one inductive coil 18 overlying the otherinductive coil 16 along axis B ensures that electromagnetic energy iswirelessly communicated between inductive coils 16, 18. Even morepreferably, wheel chock 37 is positioned so that a majority portion ofon-vehicle inductive coil 18 axially overlies off-vehicle inductive coil16 along axis B. Additionally, when vehicle 13 communicates, or engageswith wheel chock 37, a sensory response is produced as a result ofvehicle 13 communicating with wheel chock 37. At least one sense organof operator 32 disposed in vehicle 13 senses this sensory input, suchthat when the at least one sense organ senses the sensory input, atleast a portion of on-vehicle inductive coil 18 of energy couplingarrangement 28 overlies off-vehicle inductive coil 16 of energy couplingarrangement 28. The human sense organs are generally recognized as sightby the human eye, smell by the human nose, taste by the human mouth,touch by the human skin, and hearing by the human ear. In relation tothe wheel chock, the skin of the driver feels the touch of the ‘bump’from the tire of the vehicle engaging the wheel chock which is anindication to the driver of the vehicle to stop movement of the vehicle.

Alternatively, the driver may also hear an engaging sound with the humanear when the tire of the vehicle engages the wheel chock. Alternatively,any alignment means that allows the on-vehicle inductive coil to overlieat least a portion of the off-vehicle inductive coil so thatelectromagnetic energy is wirelessly communicate therebetween fallswithin the spirit and scope of the invention. When inductive coils 16,18, are in general alignment along axis external facing surfaces ofinductive coils 16, 18 separated by a distance d, as best illustrated inFIG. 3. The axial space that spans distance d is an air gap. In oneembodiment distance d may be a 15 to 20 centimeter distance in which a3.3 kW signal out the power transmitter may be effectively transferred.A vehicle alignment member may also be advantageously used by operator32 to further laterally align the left/right spacing of vehicle 13 whenaligning inductive coils 16, 18. For example, one such aligning memberis a tennis ball hung from a rope from a ceiling in a home garage oroffice parking structure and strategically positioned so that when afront end of vehicle 13 engages the tennis ball, operator 32 knowsinductive coils 16, 18 are at least partially in alignment along axis Bone-to-another.

Referring now to FIG. 4, a topical view of vehicle 13 shows furthercircuit elements of electrical signal shaping device 20 in block diagramform. Electrical signal shaping device 20 is adapted to electricallyshape at least a portion of the energy received by on-vehicle inductivecoil 18 and electrically transmit this electrically-shaped energy toelectrically charge battery 12. Electrical signal shaping device 20includes controller/rectifier block 40 that includes a controller and arectifier, a ballast resistor 42, a wireless voltmeter 44, an inverter46, and a transfer switch 48. An electrical output 52 of on-vehicleinductive coil 18 is electrically received by controller/rectifier block40. An electrical output 54 of controller/rectifier block 40 iselectrically received by inverter 46. An electrical output 58 ofinverter 46 is electrically received by transfer switch 48. Anelectrical output 61 of transfer switch 48 is received by charger 24. Anelectrical output 68 of charger 24 is electrically received by battery12. The controller portion of the controller/rectifier block 40 may be amicrocomputer or a microprocessor as is known in the electrical arts.The controller portion of the controller/rectifier block 40 has wirelessdata transmission 62 with power transmitter 14 and receives wirelessdata transmission 64 from power transmitter 14. Data is alsoelectrically wirelessly communicated 66 from wireless voltmeter 44 tothe controller portion of controller/rectifier. The controller portionof controller/rectifier block 40 also electrically communicates data ona vehicle data communication bus 60 with other vehicular electricaldevices. Data communication monitored by the controller portion of thecontroller/rectifier block 40 centers around the present electricalcharge condition, or state of battery 12. Alternatively, the invertermay not be utilized. If an inverter is not used in the electrical signalshaping device of the electrical charging system the overall systempower efficiency of the electrical charging system is desirablyincreased, the vehicle weight is desirably reduced, and the partscomplexity of the electrical charging system is also desirably reducedimproving the reliability of the electrical charging system.

Charger 24 is disposed in vehicle 13 external to electrical chargingsystem 10 being associated with the vehicular electronics similar tobattery 12 previously described herein. These electrical devices may bedisposed on printed circuit boards housed in a single unit or inmultiple units as required by the application of use. Alternatively, thecontroller/rectifier block of the electrical signal shaping device maybe disposed as separate, distinct controller and rectifier functionalblocks within the electrical charging system. The controller may alsooperate an algorithm that presents input to the controller that receivesinformation from the vehicle on the data communication bus on thepresent state of the electrical charge of the battery for determining anew rate of electrical charge that will be allowed by the battery. Thenewly input information then will determine a new rate of electricalcharge allowed for the battery. One such algorithm is described in U.S.Pat. No. 7,800,344 entitled “METHOD OF DETERMINING THE ENERGY CAPACITYOF A BATTERY,” which is incorporated by reference in its entiretyherein.

Power transmitter 14 receives electrical energy from power source 26,amplifies the received energy, and supplies the amplified receivedenergy to off-vehicle inductive coil 16. Off-vehicle inductive coil 16wirelessly electromagnetically transmits or propagates at least aportion of the amplified energy to on-vehicle inductive coil 18.On-vehicle inductive coil 18 receives at least a portion of theelectromagnetic energy transmitted from off-vehicle inductive coil 16.On-vehicle inductive coil 18 transmits this received energy toelectrical signal shaping device 20 that electrically shapes andelectrically transmits this electrically-shaped energy to subsequentlyelectrically charge battery 12 on vehicle 13. Using the inverteradvantageously allows the simplest integration of the electricalcharging system into existing vehicles that include vehicle charger. Thevehicle charger is readily able to accept an output of the inverterwithout additional modification or cost to the overall electricalcharging system. One undesired disadvantage of using an inverter in theelectrical charging system may be lower system power efficiency of theoverall electrical charging system due to an extra electrical componentin the electrical charging system that may be subject to system powerefficiency losses.

Referring to FIGS. 4-5, the energy supplied by fixed power source 26 isreceived by power transmitter 14 that produces a DC voltage via DC powersupply 70 that is modulated and provided electrical gain by amplifier 72to become a high frequency AC voltage that is output from amplifier 72and further output from power transmitter 14 on cables 34. The highfrequency AC voltage output from amplifier 72 may be in range from 10kHz to 450 kHz. More preferably, this range is from 90 kHz to 170 kHz.These high frequency approaches allow for the overall systemefficiencies to be increased that also allow for greater misalignmentbetween inductive coils providing a greater operational flexibilitysystem in contrast to an electrical charging system that operates atfrequencies lower than 10 kHz. This further allows for greater operatorconvenience for the user of the electrical charging system. The higherfrequency also allows for the inductive coils to be constructed havingless mass, less size than would be required if lower frequencies whereutilized. Less mass may advantageously allow the vehicle to travel alonger distance than may otherwise be able for a given amount ofelectronic charge of the battery. This may allow further flexibility inlocating the inductive coils on the vehicle and on the ground surfacewhen initially setting up the electrical charging system. Also allowsfor greater distance d clearance as, best illustrated in FIG. 3. With ahigher system power efficiency, a lower energy cost may desired by theuser to electrically charge the battery. The high frequency, high ACvoltage is electrically transmitted to off-vehicle inductive coil 16which wirelessly transmits at least a portion of this energy to, andreceived by on-vehicle inductive coil 18 and further electricallytransmits this portion along signal path 52 to controller/rectifierblock 40. The rectifier portion of the controller/rectifier block 40electrically rectifies this voltage to produce a corresponding directcurrent (I_(DC)). This I_(DC) current is electrically transmitted alongsignal path 54 to inverter 46 which inverts the corresponding DC currentto produce a 50-60 Hz electrical current useful to electrically chargebattery 12. This 50-60 Hz electrical current is transmitted along signalpath 58 to transfer switch 48.

Power source 26 includes a metal enclosure, or housing that surrounds DCpower supply 70, amplifier 72, user interface 74, and wirelesscommunication control 76. User interface 74 may include LEDs, audiblealarms, and a control panel. The LEDs and audible alarms may indicatefault or status conditions to the operator of the system. In otherembodiments, fault conditions and/or audible alarms may sound off if theinductive coils are not sufficiently aligned as described herein so thatthe electrical charging system may electrically charge the battery. Thegist of these features includes getting the attention of the operatorthat the battery is not being charged when it should be and describingto the operator where the fault lies so the problem may be fixed beforethe operator leaves the local area of the electrical charging system andthe vehicle. If these features where not present, the operator may leavethe local area and come back to the vehicle at a later time to find outthat the battery had not been electrically charged. This would be anundesired situation as the operator may not be able to operate thevehicle over a desired distance that has less than a full level ofelectrical charge.

In one embodiment, the power transmitter includes a fan for cooling theelectronics contained therein. Cables 34 may further be contained withina liquid-tight, flexible metal conduit for high voltage, high frequencysignal carried on cables 34. The power transmitter may further include ahead sink to wick heat away from the amplifier on communication controlelectronics. The power transmitter electrical connection to the powersource may be contained in a flexible metal conduit. The powertransmitter may include provisions to attach the power transmitter to amounting bracket that can further be attached to a wall.

Transfer switch 48 is controlled to a first or a second position by thecontroller portion of controller/rectifier block 40 along control signalpath 56. Control of transfer switch 48 by the controller portion of thecontroller/rectifier block 40 is one approach that allows electricalcharging system 10 to control a rate of electrical charge provided tobattery 12. When transfer switch 48 is set to a first position, the50-60 Hz electrical current is carried on electrical output 58 ofinverter 46 is received by charger 24 along signal path 61. Whentransfer switch 48 is set to a second position by the controller portionof the controller/rectifier block 40, the electrical output of inverter46 is not received by charger 24 along signal path 61. Transfer switch48 is in electrical communication with a charger 24 that regulates andcontrols the voltage that is useful to electrically charge battery 12.Charger 24 is used by electrical systems of vehicle 13 to allowindependent vehicular control of battery charging independent ofelectrical charging system 10. Thus, charger 24 may further modify ormanage the electrical charging of battery 12 from electrical currentreceived from electrical charging system 10 as controlled by electronicsdisposed in vehicle 13. Alternatively, the vehicle charger may not beemployed.

The controller portion of controller/rectifier block 40 communicateswith electrical components disposed on vehicle 13 through a vehicle datacommunication bus 60. Alternatively, the transfer switch may becontrolled by another electrical device in the vehicle through thevehicle data communication bus communicating with controller/rectifierblock 40. Vehicle data communication bus 60 may communicate vehiclestatus information to electrical charging system 10. Wireless voltmeter44 measures the magnitude of the voltage and/or electrical current alongsignal path 54 of controller/rectifier block 40. This voltageinformation is wirelessly communicated with a receiver portion of thecontroller/rectifier block 40 in electrical charging system 10. Knowingthe on-board vehicle voltage information allows for the variableadjustment of off-vehicle inductive coil 16 by electrical chargingsystem 10 to optimize electrical operation of electrical charging system10. The energy flow out of the RF amplifier is adjusted based on thevoltage. Ballast resistor 42 is used to minimize the magnitude of thevoltage along signal path 54 during electrical start-up of electricalcharging system 10. Alternatively, the ballast resistor may not be usedin the electrical charging system. In one embodiment, the electricalcurrent available to charge the battery along signal path 61 may be in arange of 10-20 amps DC. The electrically-shaped energy electricallytransmitted in to electrical signal shaping device 20 has a firstfrequency along signal path 52 and a second frequency along signal path61 electrically output from transfer switch 48 transmitted to charger 24and subsequently to battery 12. The first frequency is greater than thesecond frequency. Preferably, the second frequency is at least 45 Hz andthe first frequency is disposed in a range from 20 kHz to 200 kHz incontrast to the frequency of an electrical output signal on cables 34from off-vehicle inductive coil 16.

Referring to FIGS. 5 and 5A, power transmitter 14 includes a housing 75that encloses a plurality of electrical components (not shown) in anintegral package. The housing may be constructed of any solid materialsuch as metal or plastic where the metal material may be stamped intoform or the plastic material molded. The electrical components form arespective first electrical portion, a second electrical portion, athird electrical portion, and a fourth electrical portion within housing75. The portions may be formed on one or more printed circuit boardsdisposed within housing 75. Power transmitter 14 has an electricaloutput carried on cables 34 in electrical communication with off-vehicleinductive coil 16. The first electrical portion is a DC power supply 70.The second electrical portion is amplifier 72 in electricalcommunication with DC power supply 70.

The third electrical portion is a user interface 74. User interface 74provides operating condition information of electrical charging system10 to operator 32. Preferably, user interface 74 is very useful to alertthe operator of an issue with that would keep the electrical chargingsystem from electrically charging battery. Additionally, it is alsoadvantageous to do so after the operator, such a driver of the vehicle,exits the vehicle is still in the local area of the electrical chargingsystem. Thus, it is important to get the driver's attention if somecondition prevents the electrical charging system from charging thebattery. It is also important, the once the driver's attention isfocused on the fault condition, that the electrical charging systemeducate and inform the driver on how to fix the faulty condition so theelectrical charging system is allowed to electrically charge thebattery. If the user interface did not operate to alert the driver toelectrical charging system conditions that prevent the battery frombeing electrically charged, the battery may undesirably remain in anuncharged state, when the operator otherwise expected the battery to bea fully charged electrical state. For example, if the vehicle is notproperly aligned so the second inductive coil receives energy from thefirst inductive coil, or if the vehicle's transmission is not disposedin the ‘park’ position, these types of conditions may prevent thebattery from being electrically charged.

User interface has a visual element 78 seen by eyes of operator 32.Visual element 78 is preferably an LCD display. LCD 78 includes four (4)alphanumeric lines that each display different performance metrics ofelectrical charging system 10. A first alphanumeric line displaysinformation about the general operating conditions of electricalcharging system 10. A second alphanumeric line displays the outputvoltage of rectifier portion of controller/rectifier block 40 and theoutput voltage and power output delivered from the controller/rectifierblock 40 to the remaining portion of the electrical charging system andthe vehicle. A third alphanumeric line displays shows a DC voltagesupplied by DC power supply 70 to amplifier 72 of power transmitter 14.A fourth alpha numeric line displays the system power efficiency.Alternatively, the LCD display may have other arrangements for displayinformation, for instance, error messages when the electrical chargingsystem experiences a fault condition that is useful to the operator forthe operation of the electrical charging system. Power transmitter 14also contains a multicolored light 82. Light 82 may be operated to alterbetween different colors of light to indicate various operational statusconditions of electrical charging system 10. For example, the light maychange from green to yellow to red in which may be an undesiredelectrical charging system fault that keeps electrical charging system10 from electrically charging battery 12. A red colored light due to afault may alternatively be displayed on the LCD display.

Alternatively, at least one audible element may be heard by ears ofoperator. For example, if the vehicle was not aligned so that theinductive coils are suitably proximate to one another so as totransmit/receive the electromagnetic energy, an audible noise may begenerated through an audio output, such as to a speaker, that providesan indication to the operator that the electrical charging system is notelectrically charging the battery. This would further get the operator'sattention before leaving the local area of the vehicle and theelectrical charging system to correct the problem. In yet anotherembodiment, the user interface includes at least one visual element andat least one audible element. User interface 74 comprises a provisionthat allows operator 32 of electrical charging system 10 to commandelectrical charging system 10 to perform at least one operation. ON/OFFswitch 79 turns power transmitter 14 electrically ON so powertransmitter 14 is energized to produce energy to transmit to off-vehicleinductive coil 16 or electrically OFF in which power transmitter ispowered down and energy is not transmitted to off-vehicle inductive coil16. User interface 74 includes an LCD display. Alternatively, the userinterface may include any number of LEDs, lights, a LED display, and atleast one push button.

The fourth electrical portion is a wireless communication control 76that wirelessly electrically communicates through antenna 80 with aportion of electrical charging system 10 disposed on vehicle 13.Wireless communication control 76 is a computer or microprocessor as isknown in the art. Power transmitter 14 analyzes the received data fromthe controller portion of controller/rectifier block 40 via wirelesscommunication control 76 and adjusts DC power supply 70 to ensure thatan output of the rectifier portion of controller/rectifier block 40 iswithin a range dependent on the electrical application of use for theelectrical charging system 10. Wireless communication control 76 mayalso be used as a receiver/transmitter to communicate with charger 24and other electronic devices of vehicle 13 through the vehicle datacommunication bus 60 to ensure optimal electrical charging of battery12. The controller portion of the controller/rectifier block 40 may alsoreceive/transmit data to charger 24 through vehicle data communicationbus 60. An electrical signal carried on cables 34 that is output frompower transmitter 14 has a frequency of greater than 60 Hz and a poweroutput of greater than 900 watts electrically transmitted to off-vehicleinductive coil 16. In one embodiment the power transmitter transmits 3.3kilowatts (kW). The electrical signal carried on cables 34 has afrequency value that is disposed in a range from 15 kHz to 450 kHz. Inanother embodiment, 3.3 kW output out from the power transmitter mayelectrically charge a battery having a low level of electrical charge inabout 4 hours of time. In another embodiment, a battery electricallycharged to a full level of electrical charge may allow a vehiclecontaining the battery to travel up to a maximum of 64.7 km (40 miles).

Electrical charging system 10 is formed to have a system powerefficiency that is the same as, or is greater than 75%. Preferably, the75% or greater system power efficiency is a desired level so that theelectrical charging system is cost effective to operate for theoperator. Having less than 75% may be undesired as this may not be costeffective for the operator to operate the electrical charging system.Preferably, having a number greater than 75% may be even more desirableas the cost of operating the electrical charging system becomes evenless for the operator.

Children and/or pets may be in close proximate to the off-vehicleinductive coil during electrical charging of the battery. A humanoccupant may occupy the vehicle during the electrical charging of thebattery. The electrical charging system may adjust output voltage fromthe power transmitter based upon different battery voltages used bydifferent vehicle manufacturers. Sending data across the datacommunication link is required before the electrical charging system mayinitiate electrical charging of the battery. The RF amplifier of thepower transmitter will not be activated until electrical charging of thebattery is requested by the vehicle's electronic devices. System powerefficiency may remain the same as or greater than 75% efficient as theelectrical charge current progressively decreases during the electricalcharge cycle.

Reference numerals 62, 64, and 66 represent wireless electrical signalenergy paths to transmit electronic data between various electricalcomponents in electrical charging system 10. Wireless voltmeter 44measures voltage along signal path 54 of electrical signal shapingdevice 20 and wirelessly transmits this data measurement information tocontroller/rectifier block 40. Wireless electrical signal energy 62 iswirelessly transmitted from controller/rectifier block 40 to powertransmitter 14. Power transmitter 14 actively receives signal energy 62.Power transmitter 14 also wireless transmits data information tocontroller/rectifier block 40. The purpose of the wireless energytransmission of signal energy along signal paths 62, 64, 66 is tooptimize the operational performance of electrical charging system 10 toelectrically charge battery 12. More particularly, the electricalcharging system is configured to optimize real-time electrical chargingsystem operation and ensure the system power efficiency is, and remainsgreater than 75%. The controller portion of controller/rectifier block40 may measure the electrical current output on signal path 54. Thecontroller portion of controller/rectifier may also mathematicallygenerate power readings along signal path 54, having the electricalcurrent data and the voltage data from wireless voltmeter 44.Alternatively, the power may be also be actually measured. Theelectrical voltage, electrical current, or power data may be sent topower transmitter 14 on wireless signal path 62. Power transmitter 14receives this data can then adjust its output signal on cables 34 tomaintain a power system efficiency of electrical charging system 10 atgreater than 75% while electrical charging system is electricallycharging battery 12. Power transmitter 14 requests controller/rectifierblock 40 for voltage, current, or power data along wireless signal path64. In some embodiments, power transmitter 14 may request only one typeof data, or any combination of data as is required by power transmitter14. Alternatively, the controller/rectifier may periodically send any orall of this data to the power transmitter along with wireless datasignal path.

electrical charging system 10 is not in use when power transmitter 14 isnot in communication with power source 26. Electrical charging system 10is also not in use when power transmitter 14 is in communication withpower source 26 and the ON/OFF switch 79 on user interface 74 has notbeen activated by operator 32. When ON/OFF switch 79 is inactivatedelectrical charging system 10 is in an OFF state such that battery 12cannot be electrically charged by electrical charging system 10.

electrical charging system 10 is partially in use when electricalcharging system 10 is in electrical communication with power source 26and electrical charging system 10 is in an ON state, but inductive coils16, 18 are spaced sufficiently far apart so the electromagnetic energyin not wirelessly transmitted/received therebetween. For example, it maynot be necessary for inductive coils to at least partially overlie oneanother for electrical charging system 10 to electrically charge battery12. If inductive coils are sufficiently spaced part, either axially orlaterally and the electrical charging system has a system powerefficiency measured at 75% efficiency or greater by power transmitter14, electrical charging system 10 will electrically charge battery 12 ifelectrical charge is needed by battery 12. Power transmitter 14 looks atpower, voltage, and current carried on output, or cables 34 to determinewhether electrical charging system 10 electrically charges battery 12and at what rate electrical charging system 10 electrically chargesbattery 12.

electrical charging system 10 is in use when power transmitter 14 is inelectrical communication with power source 26 and the inductive coils16, 18 are spaced sufficiently close, such as axial distance d, so thatelectromagnetic energy transmitted/received between inductive coils 16,18 occurs with an system power efficiency of at least 75% as measured bypower transmitter 14, as best illustrated in FIG. 3. Referring to FIG.6, electrical charging system 10 electrically charges battery 12 ofvehicle 13 by method 100. One step 102 in method 100 is providingelectrical charging system 10 which includes power transmitter 14,energy coupling arrangement 28, at least one electrical signal shapingdevice 20, and wheel chock 37, all of which is previously describedherein. Another step 104 in method 100 is electrically energizing powertransmitter 14 of electrical charging system 10 so that off-vehicleinductive coil 16 includes energy. A further step 106 in method 100 isaligning on-vehicle inductive coil 18 of energy coupling arrangement 28in relation to off-vehicle inductive coil 16 when vehicle 13communicates with wheel chock 37 such that on-vehicle inductive coil 18is configured to receive the energy wirelessly transmitted fromoff-vehicle inductive coil 16. Another step 108 in method 100 isreceiving at least a portion of the wirelessly transmitted energy byon-vehicle inductive coil 18 from off-vehicle inductive coil 16. Afurther step 110 in method 100 is electrically shaping the portion ofthe received energy through on-vehicle inductive coil 18 by electricalsignal shaping device 20 to produce an electrical charging currentconfigured to electrically charge battery 12. Another step 112 in method100 is electrically transmitting the electrical charging current tobattery 12 by electrical signal shaping device 20 to electrically chargebattery 12. Electrical charging system 10 may control electricalcharging of battery 12 by use of an algorithm as previously describedherein or controlling the power output to the first inductive coil bythe power transmitter, or the controller controlling the operation ofthe transfer switch. Another way of controlling the electrical chargingof the battery is for the user to activate ON/OFF switch 79 to turn theelectrical charging system OFF to a non-powered state so that electricalsignals carried on cables 34 do not occur.

Referring to FIG. 7, the aligning step 106 of method 100 furtherincludes the following sub-steps 114, 116, 118, 120 to further alignvehicle 13 so that vehicle 13 may engage wheel chock 37. Using lateralvehicle alignment member may further assist operator 32 to positionvehicle 13 in an efficient manner. As electrical charging system 10 isdisposed in a fixed location, such as a home garage or a parkingstructure, vehicle 13 needs to movingly approach ground-basedoff-vehicle inductive coil 16 and wheel chock 37 so that the inductivecoils 16, 18 may be configured to wirelessly transmit/receive energytherebetween. Thus, sub-step 114 of method 200 is movingly approaching,with vehicle 13, towards wheel chock 37. Sub-step 116 is detectinglateral left or right side tire displacement of vehicle 13 by operator32 of vehicle 13 and make tire displacement adjustments to alignon-vehicle inductive coil 18 with off-vehicle inductive coil 16.Sub-step 118 of method 200 is to continue approaching wheel chock 37with vehicle 13 having the adjusted tire displacement, and sub-step 120of method 200 is stopping movement of vehicle 13 when operator 32 senseswith one of the human senses that at least one tire 38 of the vehiclehas engaged at least one wheel chock 37.

Referring to FIGS. 8 and 9, yet another method to operate an battery ispresented.

A method 130 is presented to electrically charge an battery in avehicular electrical charging system. One step 131 in method 130 isproviding the electrical charging system that includes a powertransmitter, an energy coupling arrangement, at least one electricalsignal shaping device that includes a controller and a transfer switch,and the energy coupling arrangement includes an off-vehicle inductivecoil and an on-vehicle inductive coil, the off-vehicle inductive coilbeing in electrical communication with the power transmitter and theon-vehicle inductive coil being disposed on the vehicle, and theelectrical signal shaping device being in electrical communication withthe on-vehicle inductive coil. Another step 133 in method 130 isperiodically activating an amplifier in the power transmitter by theelectrical charging system to determine if the vehicle is in a distancerange in which the off-vehicle inductive coil is effective to transmitenergy to the on-vehicle inductive coil. A further step 135 in method130 is electrically transmitting a data message from the powertransmitter to the electrical signal shaping device that is furtherelectrically transmitted to electronic devices in the vehicle toindicate to the electronic devices in the vehicle that electricalcharging of the battery by the electrical charging system is available.A further step 137 in method 130 is acknowledging the data message bythe vehicular electronic devices to the electrical charging system.Another step 139 in method 130 is determining, by the vehicularelectronic devices, that electrical charging system charging conditionsto electrically charge the battery are met. A further step 141 in method130 is transmitting an electrical charge request from the vehicle to thepower transmitter. Another step 143 in method 130 is acknowledging theelectrical charge request by the vehicle to the electrical chargingsystem. A further step 145 in method 130 is transmitting a requiredcharge voltage message by the vehicle to the electrical charging system.Another step 147 in method 130 is acknowledging the required chargevoltage message by the electrical charging system so that the electricalcharging system adjusts a voltage of the electrical charging system toelectrically charge the battery. A further step 147 in method 130 isenergizing the transfer switch. Alternatively, in other electricalcharging system configurations that include only electrical chargingsystem 10 may not require the transfer switch to be energized. Anotherstep 149 in method 130 is transmitting a ready to electrically chargedata message from the vehicular electronic devices to the electricalcharging system. A further step 151 in method 130 is acknowledging theready to electrically charge message by the electrical charging systemto the vehicular electronic devices. Another step 155 is method 130 iselectrically charging the battery by the electrical charging system.Wireless signal paths 62, 64, and 66 transmit voltage, current, and/orpower data, as previously described herein, that is useful indetermining the reflected and received power measurements as describedin method 200, more particularly steps 206 and 208. Temperature datameasured from inductive coils (not shown) disposed adjacent on-boardinductive coil 18 may also be sent along wireless signal path 62 topower transmitter 14. This data is useful for the monitoring temperaturestep 213 of method 200.

The electrical charging system 10 includes other conditions be presentto electrically charge battery 12. One condition that electricalcharging system 10 needs to know is whether battery 12 even needs to beelectrically charged. Another condition electrical charging system 10needs to know is if the transmission of vehicle 13 is in the PARKposition so that vehicle 13 that provides an indication to theelectrical charging system that vehicle 13 is not in motion. A furthercondition the electrical charging system 10 needs to know is if anignition key of vehicle 13 is in the OFF position along with thevehicle's audio and video electronic devices being de-energized. Theelectrical charging system may additionally need to know that nooperator of the vehicle is disposed within the vehicle cabin spacebefore the electrical charging system will electrically charge thebattery. These above-mentioned conditions may be monitored by electricalcharging system 10 over vehicle data communication bus 60.Alternatively, any combination of the abovementioned conditions may beused as conditions for the electrical charging system to operate toelectrically charge the battery. Still yet alternatively, none of theseaforementioned conditions need be present for the electrical chargingsystem to operate to electrically charge the battery.

When the battery has a full state of electrical charge, and method 130further includes a step 157 of electrically transmitting a chargecomplete data massage from the vehicular electrical devices toelectrical charging system 10. Another step 159 in method 130 isacknowledging, by the electrical charging system, the charge completedata message. A further step 161 in method 130 is de-energizingamplifier 72 of power transmitter 14 of electrical charging system 10and transfer switch 48 of electrical charging system 10 by electricalcharging system 10. Another step 163 in method 130 is electricallytransmitting a power off data message to the vehicular electronicdevices by electrical charging system 10.

Referring to FIGS. 10-11, when battery 12 is in use a method 200 totransmit energy through electrical charging system 10 to electricallycharge battery 12 is now presented. One step 202 in method 200 isproviding electrical charging system 10 that includes power transmitter14, energy coupling arrangement 28, at least one electrical signalshaping device 20, and wheel chock 37, as previously described herein.Another step 204 in method 200 is transmitting a pulse signal fromoff-vehicle inductive coil 16 to on-vehicle inductive coil 18. Forexample, one such pulse has a value of 50±10 watts for a time period of30±10 seconds. The pulse signal is sent out when an ignition key ofvehicle 13 is in the OFF position and the inductive coils 16, 18 arealigned as previously described herein. Alternatively, the pulse signalmay be sent out when the inductive coils are aligned as previouslydescribed herein regardless of the position of the ignition key. Afurther step 206 in method 200 is determining, by electrical chargingsystem 10, a reflected power measurement of electrical charging system10 as a function of the pulse signal. Another step 208 in method 200 isdetermining, by electrical charging system 10, a received powermeasurement as a function of the pulse signal. A further step 210 inmethod 200 is transferring the energy to electrically charge battery 12by electrical charging system 10 when the reflected power measurement isless than a predetermined first threshold value and the received powermeasurement is greater than a predetermined second threshold value, andthe predetermined second threshold value is greater than thepredetermined first threshold value. Preferably, the predetermined firstthreshold value is 25% and the predetermined second threshold value is75%. Should the requirements for the predetermined first and secondthresholds not be met, fault electrical signals and electrical chargingsystem diagnostic fault codes would be set. These fault codes would besent to the vehicle through the vehicle data communication bus 60. Forexample, various faults that may be detected include temperature of thebattery, battery state of health, battery state of charge, state of thevehicle harness of to/from the battery to identify shorts, opens, andisolation in the harness, object detection between the inductive coils,temperature of the inductive coils, and coil damage between theinductive coils. During transferring step 210, electrical chargingsystem 10 checks voltage and current amplitude and their correspondingphase relationship at cables 34 from power transmitter 14. Preferably,these electrical charging system voltage/current/phase checks areperformed every 10±1 minute during step 210 of transferring the energyto battery and monitored by power transmitter 14. Step 210 may beinterrupted by the operator such as if the on/off button is pressed onpower transmitter 14. Step 210 may also be interrupted by electricalsignal shaping device 20 if electrical charging system 10 detects avehicle fault as previously discussed herein. Another step 212 in method200 is that step 210 of transferring the energy further includesstarting an internal timer when step 210 of transferring the energybegins. A further step 213 in method 200 is monitoring temperature,respectively, at off-vehicle inductive coil 16 and at on-vehicleinductive coil 18 thereat. A further step 214 in method 200 iscontinuously determining the reflected power measurement and thereceived power measurement after the step of starting the internaltimer. Another step 216 in method 200 includes when an electricalcharging system power efficiency is less than a predetermined amount ofsystem power efficiency and the internal timer is less than a thresholdvalue and a value of the temperature is less than a predeterminedamount, then monitor a state of electrical charge of battery 12 aslisted in step 216. In yet another alternate embodiment, thepredetermined amount of the system power efficiency is less than 75%,the internal timer is less than eight (8) hours, and the value of thetemperature is less than 90 degrees Celsius. The step 216 of method 200further includes a step 218 of determining an energy state of thebattery. A further step 220 of method 200 includes determining an outputpower of the electrical charging system, more particularly, an outputpower of power transmitter 14. Another step 222 of method 200 includesdetermining an operational status of the electrical charging system. Theoperational status of step 222 includes determining the magnitude of DCvoltage or DC current that is being supplied to electrical signalshaping device 20. A further step 224 in method 200 includescommunicating the energy state and the output power and the operationalstatus determined in step 222 to controller portion of thecontroller/rectifier block 40 of electrical charging system 10. Anotherstep 226 in method 200 includes analyzing, by the controller portion ofthe controller/rectifier block 40, the energy state, the output powerand the status so the controller portion of the controller/rectifierblock 40 operatively performs at least one of the following sub-steps:(i) maintaining an existing operation state as determined in step 222 ofelectrical charging system 10 by the controller portion of thecontroller/rectifier block 40, (ii) modifying the existing operationstate of electrical charging system 10 to a different state by thecontroller portion of the controller/rectifier block 40, and (iii)stopping energy transfer through electrical charging system 10 by thecontroller portion of the controller/rectifier block 40. Method 200 alsoincludes where the step of monitoring the state of electrical charge ofbattery 12 further includes a step 228 of communicating data toon-vehicle inductive coil 18 by electrical charging system 10 toconfigure electrical shutdown of on-vehicle inductive coil 18 byelectrical charging system 10. If the electrical shutdown is not tooccur a feedback loop back to step 216 allows for continued monitoringof the charge of the battery and other parameters of the electricalcharging system that are associated with method 200. A further step 230in method 200 is electrically shutting down at least the electricalvehicular components of the electrical signal shaping device 20 thatinclude of on-vehicle inductive coil 18 by electrical charging system10. The power is also de-energized from power transmitter 14 to theoff-vehicle inductive coil 16. The electrical charging system will alsofurther interrogate whether the battery 12 is at a fully chargedelectrical state. A further step in method 200 is communicating, byelectrical charging system 10, an electrical status indication ofelectrical charging system 10 to operator 32. This may include, forexample, and indication to the operator that the battery is fullyelectrically charged. If the battery is not fully electrically chargedand the electrical charging system is still electrically shutting down,information may be provided to the operator through the user display ofthe power transmitter 14 the reason for the electrical charging systemshutdown.

FIGS. 12-16 each illustrate an alternate embodiment of the invention incontrast with the embodiment of FIGS. 1-8. FIGS. 12-15 each have anelectrical charging system that includes a primary electrical chargingsystem and a secondary electrical charging system. The secondary systemis a conventional, low voltage 120 VAC, 60 Hz electrical charging systemthat is in electrical communication with the electrical signal shapingdevice of the primary system. One type of secondary system suitable forthis purpose is described in U.S. Patent Publication No. 2012/0126747entitled “BATTERY CHARGER HAVING NON-CONTACT ELECTRICAL SWITCH” andanother such secondary system is described in U.S. Patent PublicationNo. 2013/0134933, entitled “POWER SAFETY SYSTEM AND METHOD HAVING APLURALITY OF THERMALLY-TRIGGERED ELECTRICAL BREAKING ARRANGEMENTS”.These secondary systems generally may include a ground-based power unit,an electrical connection from the power unit suitable for connection toan AC power source, a charge plug connector disposed on a charge couplehandle that attaches to a vehicle-based charge receptacle, and arectifier. Alternatively, the rectifier in the secondary system may notbe utilized. Still yet alternatively, the secondary system may not beemployed in any of the embodiments as illustrated in FIGS. 12-16. Insome embodiments, a condition for the primary system to electricallycharge the battery may include that the secondary system is notelectrically charging the battery during the same time period.

The embodiments of FIGS. 12-16 will now be further described below.

Electrical Charging System that Includes a Primary System UsingElectrical Charging System of FIG. 4 and a Secondary System

Referring to FIG. 12, electrical charging system 300 includes a primaryelectrical charging system 311 and a secondary electrical chargingsystem 329 configured for electrical communication with primaryelectrical charging system 311 and used to electrically charge anbattery 312. Primary electrical charging system 311 is electricalcharging system 10 as illustrated in the embodiment of FIGS. 1-8 aspreviously described herein. An electrical signal shaping device 320 issimilar to electrical signal shaping device 20 in the embodiment ofFIGS. 1-8, but only illustratively shows transfer switch 351 in FIG. 12.With the addition of secondary electrical charging system 329, anadvantage of electrical charging system 300 is that it incorporatesincreased flexibility for an operator of primary electrical chargingsystem 311, such as operator 32 in the embodiment of FIG. 3, forelectrically charging battery 312. Increased flexibility translates intoenhanced convenience for the operator to electrically charge the batteryin different electrical charging environments in which vehicle 313 mayoperate. Elements illustrated in the embodiment of FIG. 12 that aresimilar to the embodiment of FIGS. 1-8 have reference numerals thatdiffer by 300, and are previously described herein.

When primary electrical charging system 311 is configured toelectrically charge battery 312, primary electrical charging system 311provides a first electrical current to electrically charge battery 312.When secondary electrical charging system 329 is configured toelectrically charge battery 312, secondary electrical charging system329 provides a second electrical current to electrically charge battery312. Secondary electrical charging system 329 electrically communicateswith primary electrical charging system 311 via transfer switch 351 ofelectrical signal shaping device 320 such that at least a portion ofprimary electrical charging system 311 provides an electricaltransmission conduit for electrical current supplied by secondaryelectrical charging system 329 when secondary electrical charging system329 is electrically charging battery 312. Secondary electrical chargingsystem 329 is in electrical communication with a 120 VAC, 60 Hz powersource 321 and primary electrical charging system 311 is in electricalcommunication with power source 326 having a greater voltage that 120VAC, such as 240 VAC. Each power source 321, 326 is disposed external tovehicle 313 and electrical charging system 300. An electrical output 355of transfer switch 351 electrically feeds vehicular charger 324 and anelectrical output of vehicular charger 324 feeds battery 312. Operationof transfer switch 351 is controlled by the controller portion of thecontroller/rectifier of electrical signal shaping device 320. Thecontroller portion of the controller rectifier may receive data from thevehicle data communication bus similar to the embodiment as illustratedin FIG. 4 previously described herein that indicates whether thesecondary system is coupled to the vehicle.

Primary and secondary electrical charging system 311, 329 are configuredto respectively electrically charge battery 312 only when respectivelyelectrically connected to power sources 321, 326 disposed external tovehicle 313 and primary and secondary electrical charging system 311,329. Preferably, power transmitter 314 is hardwired to power source 321as previously described in the embodiment of FIG. 4. Secondaryelectrical charging system 329 is configured for being plugged in topower source 321 by an operator. Preferably, power source 326 is 240VAC, 60 Hz electrical signal and power source 321 is a 120 VAC, 60 Hzelectrical signal. Alternatively, the power sources may be any voltagevalue that is effective to electrically charge the battery in which thepower source for the primary system is a greater voltage than thevoltage of the power source for the secondary system. The firstelectrical current of primary electrical charging system 311 has a firstfrequency at output 333 of on-vehicle inductive coil 318 that is inputin to electrical signal shaping device 320. A second electrical currentat output 331 of secondary electrical charging system 329 that is inputto electrical signal shaping device 320 has a second frequency. Thefirst frequency has a greater frequency value than the second frequency.Typically, the frequency of output 331 of secondary electrical chargingsystem 329 is 60 Hz.

Preferably, at least a portion of secondary electrical charging system329 is disposed external to vehicle 313 and secondary electricalcharging system 329 is configured to releasably couple with vehicle 313in which a majority portion of secondary electrical charging system 329resides external to vehicle 313. The primary and secondary electricalcharging system 311, 329 may each electrically charge battery 312 withthe same amount of electrical current, but primary electrical chargingsystem 311 may electrically charge battery 312 in a less amount of timebeing supplied with power from a power source (not shown) produced fromthe 240 VAC, 60 Hz power source 326 than with a 120 VAC, 60 Hz powersource 321.

In another alternate embodiment, when the secondary system iselectrically charging the battery, the electrical charging systemprevents the primary system from also electrically charging the battery.When secondary electrical charging system 329 electrically chargesbattery 312, primary electrical charging system 311 is configured toelectrically break from electrically charging battery 312 by thecontroller portion of controller/rectifier block in electrical signalshaping device 320 selectively switching transfer switch 351. In oneembodiment, controller portion of controller/rectifier block in primaryelectrical charging system 311 controls the operation of transfer switch351 to select the coupled secondary electrical charging system 329 orprimary electrical charging system 311 to electrically charge battery312. Secondary electrical charging system 329 is configured to supply50-60 Hz electrical current to battery 312 when at least a portion ofthe electrical current supplied by the secondary electrical chargingsystem 329 is electrically transmitted through at least a portion ofprimary electrical charging system 311 that is disposed on vehicle 313.Alternatively, the electrical charging system may be configured so thatthe secondary system may electrically charge the battery in combinationwith the primary system. Still yet alternatively, the secondary systemmay be any type of electrical charging system that is different from theprimary system that is still useful to electrically charge the battery.

When the secondary system electrically charges the battery the vehicle'signition should be in the OFF position. The vehicle's electronicsgenerally communicate to the electrical charging system the maximumelectrical charging current that it may accept. As long a portion of thesecondary system is in communication with the vehicle, such as a handleof the secondary system, the vehicle is prevented from starting beingput in to the RUN Ignition key position. The secondary system mayinclude a pilot line signal that provides basic communication betweenthe vehicle and the wall charger per the SAE J1772 standard. The pilotline ensures the vehicle knows how much power is available to thecharger.

Secondary electrical charging system 329 is not in use when transferswitch 351 is not in a state that selects secondary electrical chargingsystem 329 to electrically charge battery 312. Secondary electricalcharging system 329 is also not in use if secondary electrical chargingsystem 329 is not in electrical communication with power source 321.

Primary electrical charging system 311 is not in use when primaryelectrical charging system 311 disposed external to vehicle 313 is notelectrically connected to power source 326. Primary electrical chargingsystem 311 is also not in use when transfer switch 351 is not in a statethat selects primary electrical charging system 311 to electricallycharge battery 312.

Primary electrical charging system 311 is partially in use when primaryelectrical charging system 311 disposed external to vehicle 313 iselectrically connected to power source 326 and on-vehicle inductive coil318 of primary electrical charging system 311 does not wireless receiveelectromagnetic energy from the off-vehicle inductive coil 316 ofprimary electrical charging system 311.

Primary electrical charging system 311 is in use when primary electricalcharging system 311 disposed external to vehicle 313 is electricallyconnected to power source 326 and on-vehicle inductive coil 318 ofprimary electrical charging system 311 wirelessly receiveselectromagnetic energy from off-vehicle inductive coil 316 of primaryelectrical charging system 311 to be shaped in to electrical current inelectrical signal shaping device 328 of primary electrical chargingsystem 311. Electrical current flows through electrical signal shapingdevice 328 when battery 312 requires electrical charge. Secondaryelectrical charging system 329 is in use when transfer switch 351 is ina state that selects secondary electrical charging system 329 toelectrically charge battery 312 and when secondary electrical chargingsystem 329 is in electrical communication to power source 321.

Electrical Charging System that Includes a Primary System Including anIntegral Charger and an Inverter and a Secondary System

Referring to FIG. 13, and electrical charging system 400 includes aprimary system 453 and a secondary system 429. In contrast to theembodiment as illustrated in FIG. 12, primary system 453 includes anelectrical signal shaping device 425 that contains acontroller/rectifier block 441, an inverter 480, and an integral charger477. The ballast resistor as illustrated in the embodiment of FIG. 4 isnot used. The wireless volt meter functionality is integrated in to thecontroller portion of the controller/rectifier. Inverter 480 is disposedintermediate the controller/rectifier block 441 and integral charger477. Integral charger 477 includes the transfer switch functionality incontrast to charger 24 of the embodiment of FIGS. 1-8 that does notinclude the functionality of transfer switch 48. The controller ofelectrical signal shaping device 425 includes data bus communication 465with integral charger 477 so that electrical charging system 400 mayhave enhanced operational control to electrically charge battery 412.This enhanced operation control of electrical devices within electricalcharging system 400 allows electrical charging system 400 to haveincreased system power efficiency when the battery 412 is beingelectrically charged in contrast to the embodiment of FIG. 12 previouslydescribed herein. Secondary system 429 is similar to secondaryelectrical charging system 329 in the embodiment illustrated in FIG. 12which is also previously described herein. An electrical output 467 ofsecondary electrical charging system 529 electrically feeds integralcharger 477 and an electrical output 469 of integral charger 477electrically feeds battery 412. Elements in FIG. 13 that are similar toelements in the embodiment of FIG. 4 have reference numerals that differby 400 unless otherwise noted.

A first frequency of a first electrical current input tocontroller/rectifier block 441 of primary system 453 has a greaterfrequency value than a second frequency of a second electrical currentcarried on output 467 of secondary system 429 as similarly previouslydescribed in the embodiment of FIG. 12. Controller/rectifier block 441measures voltage, current and power as previously described in theembodiment of FIG. 4. Wireless signal paths 462, 464 transmit data asalso previously described herein, however, the functionality of wirelessvoltmeter 44 in the embodiment of FIG. 4 is integrated in with thefunctionality of the controller portion of controller/rectifier block441.

Electrical Charging System that Includes a Primary System Including anIntegral Charger with No Inverter Functionality and a Secondary System

Referring to FIG. 14, an electrical charging system 500 includes aprimary system 551 and a secondary electrical charging system 529.Secondary electrical charging system 529 is similar to secondary system429 in the embodiment of FIG. 13 as previously described herein. Anelectrical signal shaping device 523 of primary system 551 includes anintegral charger 577 similar to integral charger 477 in the embodimentof FIG. 13 as previously described herein. Integral charger 577 is indirect downstream electrical communication from a controller/rectifierblock 541. In contrast to the electrical charging system embodiments ofFIGS. 12 and 13, the transfer switch functionality is integrated in withintegral charger 577 in electrical signal shaping device 523 andelectrical signal shaping device 523 contains no inverter electricaldevice. Thus, the system power efficiency of electrical charging system500 to electrically charge battery 512 is improved due to integration oftransfer switch within the integral charger 577 in combination with theelimination of the inverter. Elimination of the inverter also reducesthe vehicular mass of the electrical charging system and hence, also theoverall vehicle's mass. For example, the inverter device may weight maybe upwards of 9.1 kilograms (20 pounds) in addition to increasing theoverall system power efficiency due to the elimination of this onecomponent. Reduced vehicular mass is desired so that the vehicle maytravel further down the road than if the inverter was still disposed inthe electrical charging system. Thus, the vehicle may desirably travelfurther on a given electrical charge of the battery due to this reducedmass. The complexity of the electrical charging system also is decreasedthat also further reduces the cost to construct the electrical chargingsystem. The controller portion of the controller/rectifier 541 directlyelectrically communicates with integral charger 577 via communicationdata bus 565 in similar fashion to the electrical charging systemembodiment of FIG. 13. Elements in FIG. 14 that are similar to elementsin the embodiment of FIG. 4 have reference numerals that differ by 500.An electrical output 567 of secondary electrical charging system 529electrically feeds integral charger 577 and an electrical output 569 ofintegral charger 577 electrically feeds battery 512.

A first frequency of a first electrical current input tocontroller/rectifier 541 of primary system 553 has a greater frequencyvalue than a second frequency of a second electrical current carried onoutput 567 of secondary electrical charging system 529 as similarlypreviously described in the embodiment of FIG. 12. Controller/rectifier541 measures voltage, current and power as previously described in theembodiment of FIG. 4. Wireless signal paths 562, 564 transmit data aspreviously described herein. The functionality of wireless voltmeter 44in the embodiment of FIG. 4 is integrated in with the functionality ofthe controller portion of controller/rectifier 541 similar to theembodiment of FIG. 13.

Electrical Charging System that Includes a Primary System Including aConverter and a Secondary System

Referring to FIG. 15, an electrical charging system 600 also includes aprimary electrical charging system 601 and a secondary electricalcharging system 629. Primary electrical charging system 601 includes aconverter as part of a controller/converter block 690. Unless otherwisenoted, elements in FIG. 15 that are similar to elements in theelectrical charging system 10 of the embodiment of FIG. 4 have referencenumerals that differ by 600 which are previously described herein. Theconverter portion of the controller/converter block 690 is in directupstream electrical communication from a transfer switch 649. A charger651 is in electrical communication with transfer switch 649. Transferswitch 649 is in direct electrical communication with battery 612.Charger 651 does not include transfer switch functionality in contrastwith the primary electrical charging system in the embodiments of FIGS.13 and 14. There is no wireless volt meter electrical device or ballastresistor electrical device or inverter electrical device in contrastwith the embodiment of FIG. 4. The functionality of the wirelessvoltmeter is integrated in with the controller portion ofcontroller/converter block 690. Thus, with electrical charging system600, a more simplified approach is realized that may have system powerefficiency improvements along with electrical charging system 600exerting more control in the electrical charging of battery 612.Alternatively, the controller portion of the controller/convertor maycommunicate with the charger when the charger is included as part of theprimary electrical charging system similar to the electrical chargingsystem embodiments of FIGS. 14 and 15.

A first frequency of a first electrical current input tocontroller/converter block 690 of primary electrical charging system 601has a greater frequency value than a second frequency of a secondelectrical current carried on output 667 from secondary electricalcharging system 629 as similarly previously described in the embodimentof FIG. 12. Controller/converter block 690 measures voltage, current andpower as previously described in the embodiment of FIG. 4. Wirelesssignal paths 662, 664 transmit data as previously described herein. Thefunctionality of wireless voltmeter 44 in the embodiment of FIG. 4 isintegrated in with the functionality of the controller portion ofcontroller/converter block 690 similar to the embodiment of FIGS. 13-14.

An Electrical Charging System that Includes a Multiswitch forSimultaneously Electrically Charging Batteries in a Plurality ofVehicles

Referring to FIG. 16, an electrical charging system 700 is illustratedfor advantageously simultaneously electrically charging a plurality ofbatteries 712 a, 712 b disposed in a plurality of vehicles 726 a, 726 b.Electrical charging system 700 includes a high frequency AC power source713, a multiplex power switch 711 disposed intermediate to, and inelectrical communication with AC power source 713 and off-vehicleinductive coil No. 1 716 a and off-vehicle inductive coil No. 2 716 b.In one embodiment, the high frequency power source has a frequency ofgreater than 100 kHz. Electrical charging system 710 a, 710 b aresimilar to electrical charging system 10 as described in the embodimentas illustrated in FIGS. 1-8 previously described herein. Alternatively,any type of electrical charging system as described herein may bedisposed in these plurality of vehicles. For example, and multiswitchelectrical charging system may be constructed to simultaneouslyelectrically charge the electrical charging system illustrated in FIG.15. Still yet alternatively, the electrical charging system of FIG. 16may be configured to electrically charge any type of electrical chargingsystem, such as those presented herein. For instance, one vehicle mayhave the electrical charging system of FIG. 4 and another vehicle mayhave the electrical charging system of FIG. 13, and yet another vehiclemay have the electrical charging system of FIG. 14 in which all thebattery's may be simultaneously electrically charged.

Vehicles 726 a, 726 b have alignment means 722 a, 722 b and electricalsignal shaping devices 720 a, 720 b that include on-vehicle inductivecoils 718 a, 718 b similar to the electrical charging system describedin the embodiment of FIGS. 1-11. Alignment means 722 a, 722 brespectively engage with tires 738 ba, 738 bb of vehicles 726 a, 726 b.Multiplex power switch 711 is a single switch configured to multiplexpower from AC power source 713 to off-vehicle inductive coils 716 a, 716b. When electrical charging system 700 is operating to electricallycharge batteries 712 a, 712 b, the supply of power from AC power source713 may further be switched among vehicles 726 a, 726 b where it isdetected by electrical charging system 700 that electromagnetic energytransmission/reception occurs between inductive coils 716 a & 718 a, 716b & 718 b.

Alternatively, the alignment means may also be a wheel intentionstructure in which a portion of a perimeter of the structure has raisededges that is secured to the ground surface. The wheel intentionstructure is such that a tire of the vehicle fits into the intentionportion of the structure, so that when disposed in the structure atleast a portion of the on-vehicle inductive coil overlies at least aportion of the off-vehicle inductive coil.

Alternatively, the alignment means may further include other aligningmembers working together or in combination with the wheel chock toincrease the reliability of the off-vehicle and on-vehicle inductivecoils being in alignment for effective electromagnetic energy transferbetween the inductive coils. Still yet alternatively, the alignmentmeans may be the operator positioning the vehicle so that the on-vehicleinductive coil and the off-vehicle inductive coil are positionedrelative to one another so that the battery may be electrically chargedwithout the use of a wheel chock.

Alternatively, the electrical charging system may not include analignment means and still be within the spirit and scope of theinvention.

Still alternatively, a 60 Hz, 120 VAC pluggable secondary electricalcharging system may be included or not included in any of theembodiments described herein and still be within the spirit and scope ofthe invention. The use of the secondary system is dependent on theelectrical application of use.

In another alternate embodiment, an electrical charging system mayinclude electrical charging system data transmission between theinductive coils in combination to electromagnetic energy transfer. Thetransmission of electrical charging system and/or vehicle data betweenthe inductive coils disposed in the electrical charging system mayadvantageously reduce the parts complexity of the electrical chargingsystem as the wireless links between the power transmitter and thecontroller portion of the controller/rectifier may not be needed.Additionally, the wireless volt meter component may also not be needed.Vehicle data from the vehicle data bus may also be configured forwireless transmission through the first and the second inductive coil.

In a further alternate environment, the electrical charging system maybe configured to send electrical charging system status or faultinformation out as a text message to the operator's cell phone. Thisprovides another convenience to the operator in using the electricalcharging system to ensure the battery is fully charged when the vehicleis used again by the operator.

In yet another alternate embodiment, the power system efficiency of theelectrical charging system may have any percentage value between 0% and100%.

In still another alternate embodiment, the wheel chocks may beelectrically wired with sensors in electrical communication with theelectrical charging system for enhanced operation of the electricalcharging system. The tire of the vehicle making contact with the wheelchock may yet be a further requirement for the electrical chargingsystem to operate to electrically charge the battery.

In other electrical application embodiments, the correct alignment ofthe inductive coils to produce a certain amount of system powerefficiency of the electrical charging system may automatically shut downthe motor and/or the engine of the vehicle. Such information may betransmitted from the electrical charging system to the vehicle over thevehicle data bus.

In yet another alternate embodiment, a pad may be placed on the groundsurface that shows a user where to ideally locate the off-vehicleinductive coil and the wheel chock for optimal electrical chargingsystem performance for a given vehicle of interest during initial set-upof the electrical charging system.

In still another alternate embodiment, the charger may not be integratedwithin the electrical charging system, but rather may be included aspart of the vehicular electronics.

Thus, a reliable and robust vehicular electrical charging system thatincludes a controller has been presented that advantageously allows forconsistent alignment of respective inductive coils in relation to oneanother using a properly positioned wheel chock so that the batterydisposed on the vehicle may be electrically charged. The wheel chockassists the operator of the vehicle to move the vehicle position suchthat consistent alignment of the inductive coils is attained so thatelectromagnetic energy is effectively transmitted/received between thecorresponding inductive coils. Having a single, integrated powertransmitter that includes a DC supply, an RF amp, a wirelesscommunication control, and a user interface provides up-integration offeature content. The user interface of the power transmitter ensures theelectrical charging system is easier to operate for the operator and hasfewer distinct electrical component parts which may further decrease thecost to manufacture the electrical charging system. These features mayallow the electrical charging system to electrically charge or rechargethe battery without the hassle of plug-in or charging cords so that theelectrical charging system is convenient and easy to use for an operatorof the electrical charging system. The lack of plugging in power cordsfor the high power electrical charging system desirably may also assistto keep the clothing and hands of the operator away from dirt and debristhat may have accumulated on the vehicle's exterior surfaces. Further,there is no loose charging cord for the operator to step over orotherwise wind up for further storage. Again, this provides furtherconvenience for the operator of the electrical charging system. Theoperator simply drives the vehicle into the aligning position with theassistance of the wheel chock and exits the vehicle in a typical, normalfashion and allows the electrical charging system to electrically chargethe battery of the vehicle. These convenience features of the electricalcharging system may also further assist to accommodate drivers withphysical challenges. The wireless electromagnetic transmission/receptionbetween the inductive coils further allows electrical charging of thebattery without physical contact by the operator which allows for a moreconvenient charging experience for the operator. Electromagnetic energytransfer also advantageously allows a larger positional misalignmentbetween the inductive coils that translates into larger parkingmisalignment for the vehicle while still having the battery convenientlyelectrically charged. The high power electrical charging system operatesat frequencies that are greater than 60 Hz. This allows for largermisalignments between the inductive coils that still allow for increasessystem power efficiency as compared to a low frequency, low voltage 60Hz system. Operation at higher frequencies allows the high powerelectrical charging system to have physically smaller-sized electricalcomponents for fabrication of the electrical charging system which maynot be realized if a lower frequency electrical charging system is used.The electrical charging system is operational when the inductive coilsare appropriately aligned and an ON/OFF switch on the power transmitterhas been activated by the operator. The electrical charging system mayinclude a primary and a secondary electrical charging system that allowoperation of the electrical charging system in a variety of operatingconditions that provides additional flexibility and convenience for theoperator to electrically charge the battery. This type ofprimary/secondary system mechanization may allow electric vehicledrivers the ability to electrically charge the vehicle when they areaway from the fixed charging source. Energy is transmitted through theelectrical charging system in a manner using receive and reflected powermeasurements to ensure a 75% or higher system power efficiency for theelectrical charging system which may lower the operating costs of theelectrical charging system for the operator. The charger functionalitymay be included as part of the electrical charging system providing theelectrical charging system even more control over how effective andefficiently the battery receives electrical charge. A variety ofelectrical charging system configurations may be employed as previouslydescribed herein that is dependent on the electrical application of use.One configuration uses an inverter, another configuration an integratedcharger, and a third configuration uses a converter. The electricalcharging system may eliminate the inverter so that a lower part count isrealized for the electrical charging system, a higher system efficiencyof the electrical charging system is achieved, and the electricalcharging system has an overall lower weight, or mass. The electricalcharging system may also be formed in a manner to electrically charge aplurality of vehicles using a multiplex power switch that may be usefulin parking garages and parking lots where a multitude of vehicles mayfrequent. The multiplex power switch approach may help advance a globalinfrastructure for electric vehicle electrical charging.

While this invention has been described in terms of the preferredembodiments thereof, it is not intended to be so limited, but ratheronly to the extent set forth in the claims that follow. Moreover, theuse of the terms first, second, etc. does not denote any order ofimportance, but rather the terms first, second, etc. are used todistinguish one element from another. Furthermore, the use of the termsa, an, etc. do not denote a limitation of quantity, but rather denotethe presence of at least one of the referenced items.

We claim:
 1. An electrical charging system to electrically charge anbattery of a vehicle, comprising: a power transmitter configured toprovide energy; an energy coupling arrangement having an off-vehicleinductive coil and an on-vehicle inductive coil, the off-vehicleinductive coil being disposed external to the vehicle and in electricalcommunication with the power transmitter and the on-vehicle inductivecoil being disposed on the vehicle, the on-vehicle inductive coil beingconfigured to receive at least a portion of the energy wirelesslytransmitted from the off-vehicle inductive coil; an electrical signalshaping device in electrical communication with the on-vehicle inductivecoil to electrically shape the portion of the received energy andelectrically transmit electrically-shaped energy to electrically chargethe battery, and the electrical signal shaping device includes acontroller; and an alignment means configured to communicate with thevehicle so that the vehicle is positioned relative to the off-vehicleinductive coil of the energy coupling arrangement such that theon-vehicle inductive coil receives the energy wirelessly transmittedfrom the off-vehicle inductive coil.
 2. The electrical charging systemaccording to claim 1, wherein when the portion of the vehiclecommunicates with the alignment means at least a portion of theon-vehicle inductive coil overlies at least a portion of the off-vehicleinductive coil.
 3. The electrical charging system according to claim 1,wherein the alignment means includes a wheel chock.
 4. The electricalcharging system according to claim 1, wherein the electrical signalshaping device further includes: a rectifier in downstream electricalcommunication with the on-vehicle inductive coil, an inverter indownstream electrical communication with the rectifier, and a transferswitch in downstream electrical communication with the inverter, and thebattery is in downstream electrical communication with the transferswitch.
 5. The electrical charging system according to claim 1, whereinthe electrical signal shaping device further includes: a rectifier indownstream electrical communication with the on-vehicle inductive coil,a charger in downstream electrical communication with the rectifier,wherein the controller communicates with the charger on a communicationdata bus.
 6. The electrical charging system according to claim 5,wherein the electrical signal shaping device further includes aninverter disposed intermediate to, and in respective electricalcommunication with the rectifier and the charger.
 7. The electricalcharging system according to claim 1, wherein the electrical signalshaping device further includes: a converter in downstream electricalcommunication with the on-vehicle inductive coil, a transfer switch indownstream electrical communication with the converter, wherein thebattery is in downstream electrical communication with the transferswitch.
 8. The electrical charging system according to claim 1, whereinthe controller communicates with an electrical device in the electricalsignal shaping device.
 9. The electrical charging system according toclaim 8, wherein the controller has data communication with a pluralityof electrical devices in the electrical charging system.
 10. Theelectrical charging system according to claim 1, wherein the on-vehicleinductive coil receives the energy electromagnetically transmitted fromthe off-vehicle inductive coil.
 11. The electrical charging systemaccording to claim 1, wherein the electrical charging system includes aprimary system and a secondary system different from the primary system,and the primary system includes: the power transmitter, the energycoupling arrangement, the electrical signal shaping device, and thealignment means, and the secondary system has electrical communicationwith the electrical signal shaping device.
 12. The electrical chargingsystem according to claim 11, wherein, as the secondary system iselectrically charging the battery, the electrical charging systemprevents the primary system from electrically charging the battery. 13.The electrical charging system according to claim 11, wherein theprimary system is electrically supplied energy by a first power sourceand the secondary system is electrically supplied energy by a secondpower source, and the voltage of the first power source is greater thanthe voltage of the second power source.
 14. The electrical chargingsystem according to claim 1, wherein the electrically-shaped energy hasa first frequency as it is electrically transmitted through at least aportion of the electrical signal shaping device and a second frequencyat an output of the electrical signal shaping device that is received atan input to the battery, and the first frequency is greater than thesecond frequency.
 15. The electrical charging system according to claim14, wherein the first frequency is disposed in a range from 20 kHz to200 kHz and the second frequency is less than 20 kHz.
 16. A method tooperate an electrical charging system to electrically charge an battery,comprising the steps of: providing the electrical charging system whichincludes a power transmitter, an energy coupling arrangement, anelectrical signal shaping device in which an electrical signal shapingdevice includes a controller, and the energy coupling arrangementincludes a first inductive coil and a second inductive coil, and thefirst inductive coil is in electrical communication with the powertransmitter; electrically energizing the power transmitter of theelectrical charging system so that the first inductive coil includesenergy; aligning the second inductive coil of the energy couplingarrangement in relation to the first inductive coil so that the secondinductive coil is configured to receive the energy wirelesslytransmitted from the first inductive coil; receiving at least a portionof the energy wirelessly transmitted from the first inductive coil bythe second inductive coil; electrically shaping the portion of thereceived energy by the electrical signal shaping device to produce anelectrical current configured to electrically charge the battery; andelectrically transmitting an electrical charging current to the batteryby the electrical signal shaping device to electrically charge thebattery.
 17. The method according to claim 16, wherein at least aportion of the electrical charging system is disposed on a vehicle thatincludes the second inductive coil and the electrical signal shapingdevice, and the electrical charging system further includes an alignmentmeans, and the alignment means includes a wheel chock, and wherein thestep of aligning the first inductive coil with the second inductive coilfurther includes the sub-steps of: positioning the wheel chock in amanner so that the vehicle is configured to contact the wheel chock; andpositioning the vehicle so that when at least one tire of the vehiclecontacts the wheel chock, at least a portion of the on-vehicle inductivecoil overlies at least a portion of an off-vehicle inductive coil. 18.The method according to claim 16, wherein the step of aligning thesecond inductive coil of the energy coupling arrangement in relation tothe first inductive coil further includes the sub-steps of: moving avehicle towards a wheel chock, detecting left or right side tiredisplacement of the vehicle by a driver of the vehicle and makingfurther tire adjustments, continually approaching the wheel chock withthe vehicle having the tire adjustments, and stopping movement of thevehicle when the driver senses that a tire of the vehicle has engagedthe wheel chock.